Connectivity: The India-Bangladesh land bridge

The political partition of the Subcontinent in 1947 did not have to lead to economic partition, but that is ultimately what happened. This did not take place right away, and many had believed that the borders of India and Pakistan's eastern and western flanks were demarcations that would allow for the movement of people and commerce. It was as late as the India-Pakistan war of 1965 that the veins and capillaries of trade were strangulated. In the east, in what was to become Bangladesh just a few years later, the river ferries and barges that connected Kolkata with the deltaic region, and as far up as Assam, were terminated. The metre-gauge railway lines now stopped at the frontier, and through-traffic of buses and trucks came to a halt. The latest act of separation was for India to put up an elaborate barbed-wire fence along much of the 4000 km border, a project that is nearly complete. Today, what mainly passes under these wires are Bangladeshi migrants seeking survival in the faraway metropolises of India – and contraband.

This half-century of distancing between what was previously one continuous region has resulted in incalculable loss of economic vitality, most of it hidden under nationalist bombast. Bangladesh lost a huge market and source of investment, even as the heretofore natural movement of people in search of livelihood suddenly came to be termed 'illegal migration'. Bangladeshis were wounded by the unilateral construction of the Farakka Barrage on the Ganga/Padma, a mere 10 km upstream from the border, which deepened the anti-Indian insularity of Dhaka's new nationalist establishment. Forced to chart its own course, Bangladesh concentrated on developing its own soil and society, uniquely building mega-NGOs such as Proshika, BRAC and Grameen, developing a healthy domestic industrial sector such as in garment manufacture, and learning to deal with disastrous floods and cyclones.